41 098 Maritime Engineering Journal 99

National
Defence
Maritime 99
Engineering
Since 1982
Winter 2021
Journal
Canada’s Naval Technical Forum
CNTHA
Featured Content News
Inside!
HMCS Shawinigan’s engineers show how
pre-deployment technical readiness is the
key to mission success
Photo by Lt(N) Christopher Chang, FMF Cape Scott
Photo by National Research Council of Canada
Fighting the War on Shipboard Corrosion

Galvanic corrosion is a common sight aboard older fleet units, but the Royal Canadian Navy is
turning to new initiatives in corrosion awareness and to the emergence of additive manufacturing
techniques by the Fleet Maintenance Facilities to reduce overall corrosion of ships in future.
Our coverage on Naval Galvanic Corrosion Awareness begins on page 13.

Maritime
Engineering 99
(Established 1982)
Journal Winter 2021
Commodore’s Corner
A Note of Optimism for the New Year
by Commodore Lou Carosielli, CD.............................................................................................................. 2
In memoriam:
Capt(N) (Ret’d) James Carruthers, PhD, P.Eng., RCN..............................................................4
Director General Maritime
Equipment Program Forum
Management The Royal Navy and Royal Canadian Navy Technical Communities:
Cmdre Lou Carosielli, CD Shared Challenges and Opportunities
by Lt Cdr Francis Griffiths, RN ........................................................................................................5
Senior Editor
Feature Articles
Capt(N) Andrew Monteiro, CD Engineering Readiness: The Key to Mission Success on Op Caribbe
Chief of Staff MEPM by Lt(N) Kevin Hunt and PO1 Phillipe Kelley ...............................................................................8
NCM Editorial Advisors Naval Galvanic Corrosion Awareness
CPO1 Monika Quillan by Anthony Fakhry and Gilles Maranda ...................................................................................... 13
DGMEPM Unit Chief Galvanic Corrosion Abatement: Laser Additive Manufacturing
CPO1 Herbert Connors for Station Tally Plates
DNPS 3-3-4, DGMEPM by Lt(N) Christopher Chang ...........................................................................................................19
Project Manager
LCdr Samuel Poulin Books
Titles of Interest............................................................................................................................... 20
Production Editor/Enquiries
Brian McCullough
MEJ.Submissions@gmail.com Awards
Naval Technical Officer Awards...................................................................................................21
Graphic Design
and Production Services
d2k Graphic Design & Web CNTHA News
www.d2k.ca Building HMC Ships Iroquois and Huron
Tel. (819) 771-5710 by Captain (Navy) (Ret’d) Don Wilson ...........................................................................................................23
HMCS Shawinigan’s pre-deployment engineering readiness

Maritime Engineering Journal program played a critical role in achieving mission success on
on Canada.ca: Op Caribbe during the summer of 2021.
https://www.canada.ca/en/ (Photo courtesy HMCS Shawinigan)
department-national-defence/
corporate/reports-publications/
maritime-engineering-journal.html
Our complete back catalogue
is maintained at: The Maritime Engineering Journal (ISSN 0713-0058) is a NATO UNCLASSIFIED publication
https://publications.gc.ca/site/ of the Canadian Armed Forces, published by the Director General Maritime Equipment
eng/9.507873/publication.html Program Management, 101 Colonel By Drive, Ottawa, Ontario, Canada, K1A 0K2. Views
…and by the expressed are those of the writers and do not necessarily reflect official opinion or policy.
Canadian Naval Technical For all enquiries, including free subscriptions, please contact: MEJ.Submissions@gmail.com.
History Association at:
http://www.cntha.ca/ To request a free subscription, change a delivery address, or cancel a subscription,
publications/m-e-j/ please contact: MEJ.Submissions@gmail.com.
MARITIME ENGINEERING JOURNAL NO. 99 – WINTER 2021
COMMODORE'S CORNER
A Note of Optimism for the New Year

By Commodore Lou Carosielli, CD
I don’t think it would be any exaggeration to say that

the COVID-19 pandemic has changed the way we
live, the way we work and, in particular, the way we
communicate. Most of us were already fairly regular users
of various online methods for keeping in touch with family,
friends and work associates before the pandemic hit, but
we were also used to having a socially healthy routine of
simply being around other people. We’ve all struggled with
the effects of the forced isolation, and I salute every one of
you who continues to do what you can to mitigate the
situation for yourself and others.
Photo by LCdr Cindy Hawkins

As a naval technical community, I believe we have
excelled in our ability to carry on with the tasks at hand
so that the Commander of the Royal Canadian Navy
continues to have ships and crews that are ready in all
respects to deploy as required. The successful sailings of
HMCS Harry DeWolf and HMCS Shawinigan this past year
are just two cases in point where the RCN was able to
Honorary Capt(N) Jeanette Southwood joined Cmdre Lou Carosielli,
demonstrate its commitment to fleet renewal in the first DGMEPM, in Esquimalt, British Columbia for technical visits and
instance, and in both cases, Canada’s determination to work tours in early November.
with international partners to impede the flow of illicit drugs
that bring so much harm to our home communities.
It was a great trip out west, and I was so pleased that
It bears reminding ourselves that the crews of these
our own Naval Technical branch’s Honorary Capt(N)
two ships, and of the other high-readiness fleet units that
Jeanette Southwood was able to fly out from Ottawa to
have deployed around the world since the beginning of the
join the various visits and tours we had scheduled for her,
pandemic (or that soon will be doing), have undergone strict
including the NT seminar. She was keenly engaged all week
pre-sailing quarantine protocols. While these necessary
in learning more about the special nature of our branch,
precautions have been extraordinarily effective, there is no
and about the work that goes on behind the scenes to keep
question that they have placed an enormous burden on the
our fleet ready for sea. She even gamely suited up to try her
sailors and their families, and I ask that you spare a kind
hand as a “firefighter” at the nozzle end of a fire hose at
thought for them as we turn the corner onto a new year.
Damage Control Training Facility Galiano. This accom-
In my own situation, the first opportunity for me to plished professional engineer will be the subject of a feature
conscientiously undertake any Navy-related travel to the coasts in our upcoming Spring 2022 edition — the 100th issue of
since being appointed as DGMEPM in July 2020 came just the Maritime Engineering Journal since its launch in 1982.
last month, during the first week of November, when I flew to
For myself, the days in Esquimalt and elsewhere were
Victoria to attend the MARPAC Naval Technical Seminar and
also long and satisfying. I was able to meet with many
other meetings. Having to wait 16 months before meeting our
people who offered me valuable insights into the current
teams in the dockyards was not how I wanted to start my term
situation regarding West Coast fleet maintenance activities,
as the new chief engineer, but kudos to all of you who
training and operations, and other perspectives on the
helped to build linkages, relationships and understanding
importance of ensuring a safe and respectful work environ-
across thousands of kilometres and multiple time zones.
ment, and healthy work-life balance for everyone. Here’s a
Without your effort, we never would have survived the
quick rundown of how the week of Nov. 1-5 went:
crises and daily fires.
Maritime Engineering Journal 2 Canada’s Naval Technical Forum

Day 1 Days 3 and 4

Monday morning started off with an office call on The MARPAC Naval Technical Seminar was the heart of my
RAdm Angus Topshee, Commander of Maritime visit, and something I had been looking forward to attending
Forces Pacific. While this would normally be a routine in person ever since the pandemic closed so many things
occurrence, these are not normal times. It was really my down. It was wonderful to finally be meeting “face-to-safely-
first opportunity to personally thank him for his engage- distanced-face” with such a broad spectrum of the engineer-
ment with our naval technical community over the past ing, technical and other support personnel who manage our
year. We would hear from him later during the seminar. West Coast fleet technical activities, both afloat and ashore.
A visit with Fleet Commander Cmdre David Mazur
followed, and while his focus on maximizing operational The seminar definitely did not disappoint, with an
outputs should not come as a surprise to anyone, the “lens” agenda covering key issues affecting the RCN’s technical
of being a smarter customer while dealing with aging fleets branch as we manage the fleet-in-being, while advancing
certainly made for an interesting conversation. the Navy’s fleet renewal program. Again, it was great that
folks from coast to coast could join online for what was an
The latter half of the day was spent with our industry enlightening two days of detailed presentations.
partners at Victoria Shipyards and Babcock Canada, where
I had the opportunity to walk through our vessels that are RAdm Topshee’s sobering command overview focused
undergoing scheduled maintenance work periods. There is in part on the importance of evolving our culture toward
not much that can take the place of being at the proverbial more meaningful inclusiveness, as a baseline from which
coal face in person, and seeing first-hand how the technical we can move forward together as a Navy. This will be so
challenges of maintaining an aging fleet are being handled important as we embark on exciting new strategies to shore
with energy and professional pride. up recruitment in the technical ranks. The admiral also urged us
to empower the right people with the responsibilities they
need to tackle everything from fixing the urgent training
Day 2
issues, to mitigating technical risk to acceptable levels.
Tuesday got underway with tours of Fleet Maintenance In a general sense, he said it’s about people talking to one
Facility Cape Breton and our training establishments, another, and finding options that will lead us forward in
where people kindly took the time and effort to make me a decisive, significant ways.
little bit smarter about the work they do and the challenges
they face. While I plan to visit with many more of you on The seminar moved into its final phases with some
my next visit, the takeaways from this day would inform overdue NTO awards – Bravo Zulu to all the winners and
further discussions during the high-level meeting that candidates! – and closed off with a successful town hall
was coming up next, and throughout the NT seminar session aimed at keeping our lines of communication open
on Wednesday and Thursday. and honest. It was an outstanding couple of days, and
I offer my thanks to the organizers and presenters.
The fall Naval Engineering Council meeting that
followed rolled out smoothly, and I can’t say enough Day 5
about the power of the hybrid attendance format that
facilitated active participation by chief petty officers and With a last-minute meeting cancellation on the Friday, my
commanders from across the country. I hope this is one home team three hours ahead in Ottawa quickly had me in a
of those pandemic changes that sticks around. It was a rental car and on my way up-island for my first shore-side visit
packed meeting, and I am so appreciative of the dedica- to the Canadian Forces Maritime and Experimental Test
tion and focus of the presenters who led us out on such Ranges (CFMETR) at Nanoose. It was good to have a chance
topics as culture change, challenges facing women Naval to better understand the challenges that this dual-nation team
Technical Officers, mentorship, the Mar Tech Action faces in maintaining a world-class operational underwater test
Plan, and the overall health of the occupation. Many of capability for both Canada and the United States.
the seeds that were planted during this session will grow
to bear fruit as we continue to move forward as a com- (Continues next page...)
munity in ways that better serve ourselves and the fleet.

The nice part about the drive back to Victoria was

having a couple of hours to myself, unable to check e-mail,
and just reflecting on the importance of building and In memoriam
sustaining relationships from one end of our enterprise to
the other. The sooner we can get back to having our usual Capt(N) (Ret’d) James Carruthers,
sidebar discussions, the random crossings, the crazy PhD, P.Eng., RCN
off-the-cuff ideas the better, as we need to ensure these have
a place in what we do. Technology has made communica- May 14, 1943 – Nov. 1, 2021
tion easier in so many ways, but it can sometimes force us
into becoming a bit “too efficient.”
Being able to meet-up in person adds a huge dimension to

the work we do, and to the way we live our lives, but is not
something we can ever take for granted. While I was out
west, the team was saddened to learn of the loss to cancer of
Capt(N) (Ret’d) James Carruthers, PhD, P.Eng., RCN,
a long-standing member of our close-knit naval technical
community, and a former president of the Naval Association
of Canada. Jim’s visionary technological outlook and dogged
pioneering perseverance in the world of naval combat
systems engineering resulted in products that made the
Royal Canadian Navy a world leader in digital systems
integration, and changed forever the way we communicate
and operate our systems aboard ship. Jim was a great friend The naval technical community was saddened
and mentor to many of us, and he will be dearly missed. to learn of the death of this visionary naval
I extend our community’s sincere condolences to his family. engineer to cancer on Nov. 1. Following the
celebration of Jim’s life planned by his family for
Like everyone else, I am looking forward to putting next summer, the Maritime Engineering Journal
the pandemic restrictions behind us so that we can all will share more details of this remarkable man’s
engage more fully with one another at work, and with our role in the RCN’s transformation to digital
friends and family members wherever they may be. As we systems integration.
greet the New Year, let us do so with optimism, and with
care for one another so that we may all enjoy a safe and https://colefuneralservices.com/
prosperous journey ahead. tribute/details/7797/James-Jim-Carruthers/
obituary.html
Submissions to the Journal

The Journal welcomes unclassified submissions in English or French.
To avoid duplication of effort and ensure suitability of subject matter,
contributors are asked to first contact the production editor at
MEJ.Submissions@gmail.com.

FORUM
The Royal Navy and Royal Canadian Navy Technical

Communities: Shared Challenges and Opportunities
By Lt Cdr Francis Griffiths, RN
A s a Royal Navy (RN) Marine Engineer Officer defence ties rooted in history, founded on shared
who has just completed an exchange posting with values, and anchored by close cooperation across
the Royal Canadian Navy (RCN), this article aims the defence enterprise.2
to highlight some observations on the shared challenges
and opportunities that exist between the RN and RCN, There is clear support at the highest levels for collabora-
and to advocate for further strengthening the working tion between our two navies, and a recognition that the
relationships between our two technical communities. organizations will become closer over the coming years.
It is easy to assume that issues are unique to your own Close Working Relationships
organization, but working with the RCN has shown me that The RCN and RN technical communities have close
we face many common challenges where there is ample working relationships in many areas already, and the
opportunity to share information that would be to our following provide some examples of this:
mutual benefit. Looking to the future, it is also clear that
there will be more interaction between the RN and RCN, • Training. Junior RCN Marine System Engineering Officers
and that we should be starting discussions and building upon (MSEOs) complete the Systems Engineering and Manage-
our relationships at all levels to facilitate shared success. ment Course (SEMC) at HMS Sultan in Gosport, England.
• Engineering Support. Repair work aboard HMS Queen
Strategic Intent Elizabeth was conducted by the RCN’s Fleet Maintenance
The UK’s 2021 Defence Command Paper, Facility Cape Scott (FMFCS) in Halifax, Nova Scotia,
Defence in a competitive age, makes clear that: in September 2019,3 during a visit to Canada.
• Obsolescence Management. A visit by representatives
…partnerships with Canada, Australia and New from the Maritime Surface Combatant (Halifax class)
Zealand will be at the heart of our tilt to the Indo- project team in Maritime Equipment Program Manage-
Pacific as we work to support them to tackle the ment (MEPM) to the Frigates project team within
security challenges in the region. The joint develop- Defence Equipment & Support (DE&S) in the UK
ment with Australia and Canada of our Anti-Subma- assisted through providing the opportunity to share
rine Warfare capability through the Type 26 and knowledge and experience.
Hunter class frigate programmes [and Canadian
Surface Combatant (CSC)], is just one example of • Exchange Posts. There are nine exchange positions
the benefits that deep collaboration can bring.1 (4 RN; 5 RCN) — currently all at the rank of Lieutenant
Commander — for engineers to work within the other
This statement aligns well with Canada’s 2017 Defence navy (see Table 1). There is also an RN warfare officer
Policy, Strong, Secure, Engaged: position within the RCN’s Director Navy Innovation area.
These provide a fascinating opportunity to see how another
Foremost among these relationships [with Europe] is organization goes about managing similar challenges, and
that which Canada shares with the United Kingdom, to bring a different set of experiences and alternative
with whom Canada already enjoys deep and vibrant
(Continues next page...)
1. https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/
974661/CP411_-Defence_Command_Plan.pdf, para 5.9, p29
2. http://dgpaapp.forces.gc.ca/en/canada-defence-policy/docs/canada-defence-policy-report.pdf, p 90
3. https://www.cntha.ca/static/documents/mej/mej-92.pdf, Maritime Engineering Journal, Issue 92, Spring 2020, p21

perspective to the table. They also provide the opportunity • Cumulative Risk Management. Having worked within
to live in another country and meet some great people. the RN’s Operating Safety Group and seen the introduc-
tion of the Delivery Duty Holder for the surface fleet as
Shared Challenges a head of department at sea, it has been interesting to see
how the RCN manages technical risks. With an organi-
It is fascinating to have had the opportunity to work within
zation working across four time zones, the coastal
another organization and understand the issues that are
"Formation Technical Authorities (FTA)" don’t have a
being faced; the following provide a few examples where
direct equivalent in the RN. The FTAs provide the
I have seen the RN and RCN facing similar challenges:
coastal expertise, and capacity for the management of
• Managing Aging Frigates. Both the RN’s Type 23 and technical risks. Both navies still face the challenge of
the RCN’s Halifax-class frigates are expected to operate building an understanding of the level of cumulative risk
beyond their original design lives. This brings common on sailing — across personnel, training, equipment and
challenges and the opportunity for information sharing other areas — which could potentially be an area for
between the two organizations. A recent innovation in future collaboration.
Canada has been the conduct of "Intermediate Dockings"
(docking the ship during the operational cycle) to allow Shared Opportunities
the completion of detailed surveys prior to major docked Linked to the points above, the following provide my
maintenance periods, thus enabling a better understand- thoughts on some areas where we could be considering
ing of materiel state to improve work period planning. further technical collaboration between the RN and RCN:
The RCN is currently in the process of bringing the
Halifax class into class with Lloyds Register; a process • Type 26/CSC. The obvious and major shared oppor-
that the RN underwent with the Type 23 class. tunity for collaboration and knowledge sharing
• Personnel. Both the RN and RCN have faced between the RN and RCN is in the Type 26 Global
challenges with maintaining the required number of Combat Ship and Canadian Surface Combatant classes
naval personnel in some trades, especially at the senior as these ships are brought into service. There are
non-commissioned officer (NCO) level. currently exchange officers within the T26 and CSC
teams, as shown in Table 1. Although there will be
differences between the RN, RCN and Royal Austra-
Table 1: List of RN – RCN Engineer Exchange Jobs

Occupation/
Position Title Organization City Rank
Sub-Branch
RCN Exchange Type 26 Requirements Manager Navy Command Headquarters Bristol LCdr MS ENG
jobs in the UK Submarine Delivery Agency –
Above Water Vulnerability Officer Bristol LCdr MS ENG
Naval Authority Group
Royal Navy School of Marine
Deputy Training Officer Gosport LCdr MS ENG
Engineering, HMS SULTAN
Canadian Surface Combatant Marine
Type 26 Project Glasgow LCdr MS ENG
System Design Liaison
Canadian Surface Combatant Combat
Type 26 Project Glasgow LCdr NCS ENG
System Design Liaison
RN Exchange Senior Staff Officer Materiel
jobs in Canada Canadian Fleet Pacific Victoria, BC Lt Cdr MEGS
Sustainment Plan
Maritime Forces Pacific Fleet Lt Cdr SDA or DE&S
Naval Architecture Officer Victoria, BC
Maintenance Facility RCNC Constructor
Assistant Deputy Minister (Materiel)
Marine Systems Manager Ottawa, ON Lt Cdr MEGS
– PMO Canadian Surface Combatant
Assistant Deputy Minister (Materiel)
CH-149 Cormorant Mid-Life
– Director General Aerospace Ottawa, ON Lt Cdr AE
Upgrade Program
Equipment Program Management

lian Navy’s Hunter-class Type 26 ships, there will be What does this mean for you?
opportunities to share knowledge across all Defence The examples cited above are intended to spark your
Lines of Development (DLODs),4 especially as the RN interest in identifying possible areas for closer collabora-
increasingly operates in the Indo-Pacific region. At a tion between the RCN and RN technical communities. As
senior level, the Global Combat Ship User Group (UK, set out in both Canadian and UK defence policy, the next
Canada, Australia) will manage much of this interaction. decade will see our organizations working more closely
• Technical Network. Across the RN, RCN, DE&S and together — both in engineering support and on operations.
MEPM organizations, there is a vast technical network of I encourage you to look for opportunities to reach out to
like-minded professionals with experience and knowledge your opposite number and have a look at whether you
across the full range of challenges we face. It may be that might be suited to one of the exchange jobs listed here, or
you aren’t the only one working on the challenge in front with another navy.
of you; across the Atlantic there may well be another
engineer facing a similar problem. I encourage you to It has been a great privilege to work within the RCN
reach out and make contact — the best place to start is via and experience life in a different country, especially one as
one of the RN/RCN exchange officers (or someone who welcoming as Canada. I have returned home with a new
has previously worked in one of these roles) who will be perspective on some familiar challenges, and optimism that
able to point you in the right direction and establish there are some excellent sailors and civilians working on
communication through their connections. the solutions to these issues on both sides of the Atlantic.
• Information Sharing. The Canadian Maritime
Engineering Journal5 and some previous issues of the UK
The Naval Engineer6 are available online — take a look,
you might find a different perspective on some familiar
topics. The COVID-19 pandemic has demonstrated that
there is potential for more opportunities; could we
consider greater sharing of knowledge through inviting
RN/RCN attendees to the other navy’s virtual confer-
ences and technical seminars?
• Operational Engineering. In Spring 2021, both Stand-
ing NATO Maritime Group One (SNMG 1) and CTF
150 (Maritime Security Operations in the Red Sea, Gulf
of Aden, Gulf of Oman and Indian Ocean) were com-
manded by RCN commodores with HMCS Halifax the
SNMG 1 flagship. The RN regularly operates with the
RCN at sea — with opportunities to work with our
opposite numbers in the technical community.
• Interoperability in the Indo-Asia Pacific. The UK’s
2021 defence policy makes a clear commitment to
furthering interoperability and burden-sharing across the Marine Engineer Officer Lt Cdr Francis Griffiths joined the
world, including in the Indo-Pacific.7 The deployment of Royal Navy in 2001, and served two years on exchange with the
the UK’s Carrier Strike Group (CSG) to the Indo-Pacific RCN as Senior Staff Officer Materiel Sustainment Program within
Fleet Engineering Readiness at Canadian Fleet Pacific Headquarters
region in 2021 is a clear indicator of the direction of travel in Esquimalt, British Columbia. Upon his return to the UK last
and increased opportunities for RCN Maritime Forces August, he took up new duties as a Marine Engineer "Sea Riding
Pacific assets to operate with UK forces in this region. Office" with Fleet Operational Sea Training in Plymouth.
4. Training, Equipment, Personnel, Information, Doctrine & Concepts, Organization, Infrastructure and Logistics
5. https://www.canada.ca/en/department-national-defence/corporate/reports-publications/maritime-engineering-journal.html
6. https://www.royalnavy.mod.uk/useful-resources-and-information/the-naval-engineer
7. https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/974661/CP411_-Defence_Command_
Plan.pdf, para 3.6, p12

FEATURE ARTICLE
Engineering Readiness: The Key to Mission

Success on Op Caribbe
By Lt(N) Kevin Hunt and PO1 Phillipe Kelley
D uring the summer of 2021, HMCS Shawinigan

(MM-704) was deployed to the Caribbean Basin
in support of Operation Caribbe — Canada’s
ongoing 16-year contribution to US-led counter-narcotics
operations in the eastern Pacific Ocean and Caribbean Sea.
Our mission, which was to work as part of a US-led

international coalition force in disrupting the flow of illicit
drugs into North America, met with unparalleled success
for an RCN minor war vessel. Over a period of just ten days
in July, Shawinigan conducted two intercepts of drug-running
vessels, assisted a coalition ship in a joint intercept, and
pursued yet another vessel that led to its cargo being
USCG Atlantic Area Commander Vice-Admiral Steven D. Poulin
jettisoned. In all, Shawinigan chased down four go-fast
presents Shawinigan Commanding Officer Cdr Bill Sanson with
vessels, seizing 2,800 kgs of cocaine worth approximately Snowflake decals, representing the ship's four successful drug
US$70 million. What makes this achievement even more interdictions during Op Caribbe.
impressive is that the ship was alongside in Aruba for
four of those ten days on a scheduled port visit.
LEDET. It is an effective partnership, especially when all
The interdictions made such a significant impact that, units are functioning up to their full capability.
before returning home to Halifax, Shawinigan was invited
Shawinigan’s demonstrated ability to fight well above its
to participate in the United States Coast Guard’s (USCG)
weight class compared to other vessels in the region was,
largest-ever drug offload ceremony at Port Everglades,
arguably, due in large part to the ship’s reliable engineering
Florida on Aug. 5.1 In a first for a Maritime Coastal Defence
state. In this co-authored article, developed by Shawinigan’s
Vessel (MCDV), USCG Atlantic Area Commander
engineering officer and chief engineer, we will outline how
Vice-Admiral Steven D. Poulin presented Shawinigan with
the ship’s pre-deployment engineering readiness program
four Snowflake decals, representing our four successful
played a critical role in achieving mission success.
drug busts. The coveted symbols are now proudly
displayed on the ship’s bridge wings.
Deployment Overview
Since 2006, Op Caribbe has committed Canadian ships From June 9 to Aug. 3, 2021, Shawinigan patrolled the
and maritime patrol aircraft (MPA) on a rotational basis central and eastern Caribbean with its embarked LEDET
to this important activity, executed under the operational team, responding to reports of suspected narcotic movement
control of Joint Interagency Task Force South ( JIATFS) from JIATFS, and also participated in Exercise Tradewinds
based out of Naval Air Station Key West, Florida. Since off the coast of Guyana from June 12 to 26. It was that span
2010, Law Enforcement Detachment (LEDET) teams of ten days between July 12 and 21, however, that made the
from the USCG have operated from aboard Canadian deployment both memorable and noteworthy. In conjunction
ships. With the assistance of coalition intelligence reports with the US Navy, USCG, and maritime patrol aircraft of
and MPA assets, the ships deployed on Op Caribbe are various nationalities, Shawinigan either led or contributed
positioned to detect, track and chase vessels of interest to the interdiction of four narcotics shipments that won the
until such point as they can be boarded by members of the ship its Snowflake honours.
1. https://mapleleafnavy.com/hmcs-shawinigan-in-port-everglades-for-massive-narcotics-offload/

For the entire ten weeks of our deployment, the

engineering department corrected faults as they arose,
taking immense pride in our ability to minimize the impact
of any defects on operations. The fact that the ship was able
to maintain technical readiness throughout the deployment
was a great boost to morale, and allowed Shawinigan’s
mission-focused crew to settle into a smooth operational
tempo as we chased down the bad guys. The level of our
success is now symbolized for all to see on our bridge
wings, but the story of how we achieved this actually
began with our pre-deployment preparations starting
eight months before we sailed from Halifax.
The Path to Engineering Readiness

In October 2020, Shawinigan became the first East Coast
MCDV to employ a full-time engineering officer (EO) as part of
the Naval Technical Officer (NTO) Lieutenant-Commander
Recovery Initiative. The initiative is designed to create
additional Head of Department opportunities at sea and
ashore to expedite progression into more senior rank positions.
In addition to the two-way benefits of having an EO aboard
ship with respect to divisional duties, leadership and training,
the EO position was helpful in other ways during Shawinigan’s
long- and short-term deployment preparations, particularly in
liaising with various shore authorities.
Since a ship deployed on Op Caribbe is unlikely to
Admittedly, our ship had something of a head start
encounter a go-fast loaded with narcotics simply by chance,
in terms of preparedness when Shawinigan’s early 2021
it is best positioned inside a patrol box, supported by force
deployment was cancelled. The ship and crew were already
intelligence and MPA coverage. The longer a ship is able to
primed for an international deployment six months ahead
remain on station, the greater the likelihood it will have
of Op Caribbe, and the additional months gave us valuable
opportunity to engage in an interdiction operation, which
time to conduct further crew integration training and system
of course depends on ensuring all mission-critical systems
familiarization to refine our skills and procedures. Before
are available to the command. Responsibility for this falls
heading south, we also took the ship to sea in the vicinity
to the engineering department, whose ability to maximize
of Halifax to verify our systems. We used our time well.
a ship’s time in its patrol box is really the first step toward
ensuring mission success. In the months leading up to our departure for
Op Caribbe, we meticulously reviewed the lessons
MCDVs on previous Op Caribbe deployments have
learned from previously deployed MCDVs on both coasts.
regularly reported technical difficulties that significantly
A recurring theme was an apparent lack of engineering
reduced their operational capability, including faults with
readiness on departure, which led to technical difficulties
electrical generation, propulsion, climate control, and
and immediate operational impact on deployment. For
communications — some of which forced the ship to
example, defective and inoperable communication systems
return to port for repairs. But not once during Shawinigan’s
in some ships led to reduced connectivity with JIATFS,
deployment did a technical issue cause the ship to cut short
thus curtailing their availability to participate in operations.
an operational patrol, nor remain in port longer than
How frustrating that must have been. In fact, failures with
our scheduled visit. In fact, after departing Miami and
external communications, and with the air-handling units
commencing patrols on June 10, Shawinigan did not release
(AHUs) needed to keep equipment and crew areas cool
a single operational deficiency (OPDEF) message until
in the extreme hot conditions, were identified as common
July 5, and that was for a defect that was rectified within
24 hours using parts held on board. (Continues next page...)

Standard practice is to thoroughly trial and verify all

systems correct as part of deployment preparations. The
timely installation of mission-fit equipment not only gives
ship’s staff adequate time to do this properly, it also gives
operators and technicians alike time to use the equipment
and develop a familiarity with it that is precious for
troubleshooting. The timing of our mission-fit equipment
Pre-deployment preparations throughout the spring
meant that Shawinigan was in a prime engineering state installation in May 2021, in conjunction with a mandatory
prior to departure for Op Caribbe. quarantine period before departure, complicated our
deployment preparations to a point where non-Shawinigan
denominators in limiting ships’ ability to remain at sea crew were overseeing final installations and accepting
and on patrol. Defective AHUs sometimes forced ships system status. Not an ideal situation. Still, our pre-deployment
alongside for lengthy and costly repairs — all time spent sailings and follow-on work requests throughout the spring
away from the routes where narcotics were being moved. meant that Shawinigan was in a prime engineering state
prior to our departure for Op Caribbe on June 2.
Knowing that COVID-19 pandemic precautions would
be necessary throughout Shawinigan’s deployment, we Key Systems
understood that the possibility of a Technical Assistance It was the continuous availability of three key system suites
Visit (TAV), or the availability of in-service support that ultimately allowed Shawinigan to remain mission-ready,
contractors (ISSC) while in theatre would be severely and capable of supporting JIATFS throughout the summer
limited. To mitigate this, we ordered additional spare parts, of 2021:
and arranged supplemental training opportunities to
ensure that ship’s staff were fully conversant in common 1. Propulsion Plant: An MCDV’s four diesel-alternators
faults, troubleshooting, and basic repair work, particularly (DA) power two propulsion motors. Since the ship’s
on the AHUs. maximum speed at any one time is dependent on the
number of DAs available, the maintenance and engineering
Maintenance on the starboard lube oil system led to readiness of these units is critical to the ship’s operational
full-speed and manoeuvring trials in Bedford Basin, further capability. With the exception of an 18-hour period in early
confirming system functionality three weeks before July when one DA was offline for troubleshooting and
Shawinigan was due to sail on mission-oriented work-ups. repairs, Shawinigan had full power available at a moment’s
Residual connectivity difficulties with the ship’s Maritime notice throughout our time on deployment.
Satellite Communications Upgrade (MSCU) system
warranted investigation by Fleet Maintenance Facility Cape The readiness of the propulsion plant enabled the
Scott (FMFCS) in the final weeks before departure, which pursuit of targets of interest (TOIs) when tasked by
included the replacement of components and subsequent JIATFS. Not only was Shawinigan setting a standard of
data analysis to ensure system functionality. propulsion readiness through preventive maintenance, but

through corrective maintenance as well. On one occasion If it had not been for our initial high level of engineering
when Shawinigan was proceeding at full speed to intercept readiness, and the quality of the interdepartmental work
a TOI, our no. 1 DA suffered a fuel leak and was briefly taken on by the engineering department to keep the ship’s
unavailable. Within an hour, the engineering team had propulsion system, external comms and small boats
completed repairs and the DA was back online, enabling operational while we were at sea, Shawinigan could have
Shawinigan to resume the chase at full speed. faced significant technical deficiencies that would have
limited the ship’s ability to conduct interdiction operations.
2. External Communications: MCDVs deploying on
Op Caribbe are augmented with both the Multi Lateral
The Crew Effort
Enduring Contingency (MLEC) chat for data exchange
with JIATFS, and PRC-117 for secure voice communica- There’s no doubt that Shawinigan’s crew was ready for
tions with JIATFS and aircraft. Being mission-fit equip- Op Caribbe because we were prepared. Each problem that
ment, these systems are usually installed shortly before the arose was met with gumption and vigour, and the family-like
ship’s departure. Since other MCDVs reported having atmosphere fostered positive attitudes and a no-fail
constant difficulties with these systems, we made it one of approach. Unfortunately, the history of MCDVs coming
our deployment preparation priorities to thoroughly trial home from Op Caribbe without intercepts had introduced
and familiarize ourselves with the PRC-117, and to also a discouraging note among crews, so in the months leading
run full functionality tests on both the MSCU and MLEC. up to our deployment we made it our mission to create
and maintain a positive mindset for ourselves.
Unfortunately, a lack of PRC-117 equipment in the
fleet resulted in installation delays well into the crew’s We were meticulous in our deployment preparations,
quarantine period. Although this left little time for the reviewing those hard-won lessons learned from previous
crew to fully familiarize themselves with this equipment MCDV Caribbe deployments, and formulating a plan to
and develop troubleshooting strategies before sailing, ensure ship-wide preparedness and readiness. We worked
Shawinigan was able to maintain connectivity throughout hard to ensure that Shawinigan would not have to report
our time in theatre thanks to the hard work of the the same list of deficiencies and engineering troubles that
personnel on board, and to the excellent remote dogged other ships, and that we would make a strong
assistance from support teams ashore. impact in theatre.
With MSCU, MLEC, and PRC-117 continuously One example of this was our approach with the
available, the ship received the daily strategy messages and problematic AHU that supplies cool air to the operational
intelligence reports we needed for setting up in our patrol spaces. Thanks again to the lessons that were learned and
box within MPA coverage. Once in pursuit of a TOI, passed along by other MCDV units, we reviewed the
connectivity with the MPA over PRC-117 was critical in air-conditioning system’s warm-weather configuration to
vectoring both Shawinigan and our rigid-hull inflatable boat develop a thorough understanding of the system layout and
(RHIB) toward the evading go-fast, especially when high valve configuration. We then took things a step farther by
seas made visual and radar detection near-impossible. organizing in-house training from the AHU’s contractor
to gain a more in-depth understanding of the system’s
3. Small Boats: Shawinigan departed Halifax with two capabilities, common faults and corrective maintenance.
RHIBs and one Zodiac, providing what we thought would
be adequate redundancy for drug interdiction operations. As part of our deployment preparations, we also took
However, we faced defects with both RHIBs, which would the precaution of procuring a number of standalone
normally have sidelined them either until spare parts arrived, air-conditioning units and dehumidifiers, which aided
or the ship returned home, mirroring the experiences of greatly in maintaining a comfortable environment beyond
other MCDVs. With their troubleshooting mindset, the the operational spaces, including cabins and passageways.
ship’s engineering department turned to and conducted Despite the hot and humid conditions of the Caribbean
corrective maintenance on the outboard engines and summer, our strict airlock procedures and limited use of
steering columns, at one point managing the onboard doors to the outside meant that Shawinigan was never
resources well enough to make one operational RHIB to without air conditioning, thus ensuring that equipment
allow Shawinigan to remain available for a tasking. The fact and personnel could operate at their full potential.
that the two RHIBs were fitted with different makes of
outboard engines was a limiting factor, in that parts from (Continues next page...)
one engine could not be used to effect repairs on the other.

The engineering department took pride in the ship’s systems, along with the multitude of support systems
machinery plant and other onboard systems, and the team’s needed to keep ship and crew safe and effective be kept up
technical abilities were highlighted by how few operational to specification. Increased capability, including infrared
deficiency messages were released throughout the deploy- surveillance and more agile small boats would increase the
ment. Going a month without an OPDEF was a clear likelihood of success on Op Caribbe, and also reduce our
testament to the department’s troubleshooting and repair dependence on other countries’ assets.
capabilities. The complementary knowledge base and
engineering experience of our team members, gained As we found for ourselves, the engineering state of
through previous deployments and various academic and the ship can only go so far. At that point, it is up to the
technical backgrounds, made us feel we were capable of ship’s leadership to eliminate complacency, and foster
handling any defect that cropped up. a can-do attitude through a vigorous readiness
program involving the entire crew.
By the deployment’s conclusion, our embarked LEDET
team said they had never operated from a ship where the Conclusion
crew was more committed to readiness. It was another
Compared to the larger, faster and more warfare-oriented ships
much-appreciated validation of the hard effort we had put
deployed to the region in the summer of 2021, Shawinigan
in during our pre-deployment phase.
punched well above its weight class in drug-interdiction
operations, thereby setting a new standard for MCDVs deploy-
Recommendations ing on Op Caribbe. Our mission success rested on meticulous
The pursuit of operational success determines how preparations and supreme engineering readiness, particularly
you allocate time and resources, both before and during in regards to the propulsion plant, external communication
a deployment. There is no doubt that Shawinigan achieved systems, and small boat maintenance.
mission success in the summer of 2021, and so the principles
noted above should be a model to build upon by future The engineering department played a major role in
crews and shore authorities. There is a cost to engineering boosting crew morale, primarily due to the 24/7 readiness
readiness, but it is one that should be weighed against the of all on-board systems. Any sense of complacency quickly
value of the upcoming operation. A ship’s company that evaporated following the first drug intercept, with the
is supported at all levels will have the best chance for realization that the combination of engineering readiness
achieving mission success. and crew preparedness could actually make a difference.
With the ship always ready to respond from a materiel
The timely installation of mission-fit equipment, standpoint, every additional vessel we intercepted raised
including trials and crew training well before departing the crew’s confidence in the ship’s capabilities. Preparation
home port should be a priority. Giving crews time to and readiness, supported by the steadfast dedication of
develop operating procedures and troubleshooting skills the crew, combined to form an operational capability
while they still have close access to dockyard FMF and that delivered when it counted most.
Maritime Operations Group support staff will be rewarded
many times over once the ship is deployed. Investment in
self-sufficiency will reduce the requirement for in-service
support in theatre, and minimize potential equipment- Lt(N) Kevin Hunt and PO1 Phillipe Kelley are the
related delays alongside. Engineering Officer and Chief Engineer, respectively,
The ability to keep a ship on patrol for months at full aboard HMCS Shawinigan.
operational capacity will become a challenge as ships get
older, but it is imperative that the propulsion and electrical

FEATURE ARTICLE
Naval Galvanic Corrosion Awareness

By Anthony Fakhry and Gilles Maranda
H alifax-class ship support and maintenance are

essential to ensure the Royal Canadian Navy
(RCN) remains fit for purpose, environmentally
compliant, and safe. The aging of the fleet and the contin-
ued degradation of hull structures and equipment due to
Due to its relatively high mechanical properties, structural
carbon steel (mild steel) forms the integral structure and
parts of the Halifax-class frigates. Although materials
selection is conducted during a ship’s design phase, some
materials are altered while in-service through deviations
corrosion have been an ever-increasing threat to mainte- and/or engineering changes. With the deterioration of
nance budgets and operational availability. Corrosion some internal mild steel structures as a result of corrosion,
repair of deteriorated external parts and internal spaces is replacing corroded mild steel parts with stainless steel has
expensive and time-consuming. As a result, the RCN become a somewhat go-to maintenance practice. If not
requested that the National Research Council of Canada properly designed and installed, the use of incompatible
(NRC) conduct a corrosion condition assessment of metals in contact with each other, such as mild steel and
Halifax-class frigates, and provide recommendations to stainless steel, could accelerate the corrosion of parts of a
reduce the overall corrosion of the ships in future. system and their surroundings. Consequently, the applica-
tion of best practices in corrosion prevention becomes key
A total of five frigates were examined — two at the RCN in combating ship corrosion.
naval dockyard in Esquimalt, BC, and three at the RCN
naval dockyard in Halifax, NS. The assessment of the
Galvanic Corrosion Background
following ships was performed during May and October
2018 while they were at different stages of repair: Galvanic corrosion of ship’s structure and various fitted
equipment due to the use of incompatible metals has been
• HMCS Montreal and Toronto before entering docking commonly observed during recent visits on board Canadian
work period (DWP); frigates. As such, knowledge and awareness have become the
• HMCS Winnipeg had entered DWP; first steps in abating some of the corrosion damage.
• HMCS Fredericton was partially through its DWP; and Galvanic corrosion occurs when dissimilar metals are in
• HMCS Calgary had completed its DWP and electrical contact while immersed in a conductive medium,
returned to service. namely an electrolyte such as sea water. Each metal has an
electrical potential that indicates its ability to lose or gain
A visual examination of all accessible areas was per- electrons. Some are commonly referred to as noble metals,
formed on each ship. After investigation, inappropriate i.e., more stable, while others are less noble and therefore
choice of materials was deemed to be the most contribut- less stable. In addition to being better at holding onto their
ing corrosion factor, along with other factors such as ship electrons, noble metals tend to take electrons from less
design issues, lack of training, inadequate maintenance, and stable metals. The galvanic series chart1 in Figure 1 depicts
operating conditions. the potential range of different metals in sea water, with the
RCN ships face multiple types of corrosion deteriora- noblest metals being at the bottom of the chart.
tion, one of which is galvanic corrosion — an electrochem- For galvanic corrosion to occur through what is referred
ical reaction between two dissimilar metals. With an to as a galvanic couple, four conditions must be present
optimal material selection, proper installation and effective simultaneously:
protection, overall ship maintenance costs can be reduced
and failures due to corrosion can be minimized. 1. a metal that will act as the anode;
For over a century, different types of steel have been 2. a different metal with a different electrical potential that
extensively used in the shipbuilding and marine industries. acts as the cathode;
1. Specialty steel industry of North America (SSINA), Galvanic Corrosion, Consulted on December 15th, 2019.
https://www.ssina.com/education/corrosion/galvanic-corrosion/

3. a conductive path between the anode and the cathode The relative surface area of dissimilar metals in contact
(usually a direct contact between the two metals); and with one another is an important amplifying factor for
4. a conductive media: the electrolyte. corrosion reactions. The effect of a certain amount of
current concentrated on a small metallic area is much
If any one of these conditions does not exist, galvanic greater than if it were dissipated over a larger area. In other
corrosion will not occur. In a galvanic couple, a current words, the least favorable ratio is a large cathode connected
flowing between the cathode and the anode leads to corro- to a small anode, often leading to accelerated corrosion of
sion in only one of the metals, the anode. The farther apart the anode. When it comes to anticipating corrosion
two metals are on the chart in Figure 1, the more likely it is damage, the surface ratio between dissimilar metals is more
that corrosion will occur if they are joined together. important than the magnitude of the potential gradient.
Corrosion Factors On the other hand, the increase of a circuit’s resistance

Figure 2 depicts how galvanic corrosion for a given couple decreases the current rate between metals. Corrosion
can be complex to determine, since it involves geometric reactions can then be decelerated or precluded by isolating
factors in addition to the material and environmental the circuit with coatings, or by adding a physical non-con-
factors. The actual polarity of a metal is tied to metallurgi- ductive separation between the metals.
cal factors such as its surface condition and any heat
The Role of Electrolyte
treatment2. Two of the main factors affecting corrosion rate
and metal degradation are: During high sea states and storms, upper decks are constant-
ly wetted by sea water, rain, or other electrolytes. Sea water
1. The surface ratio between dissimilar metals; and has a particularly high conductivity due to the high concen-
2. The circuit resistance. tration of dissolved salt. The electrolyte’s ability to conduct
electricity in the presence of an electric potential is a key
enabler of corrosion reactions. Similarly, sea air acts as an
electrolyte with the salt particle concentration in humid air
contributing to the atmospheric corrosion of steel.
Mild Steel Compatibility with Stainless Steel

Galvanic reactions between stainless steel and mild steel stem
from the potential difference between the two metals. Stainless
steel, when in passive phase, acts as the cathode while the hull’s
mild steel becomes the anode. When the threshold for
galvanic corrosion reaction is met, meaning when all four
conditions previously mentioned are present simultaneously,
stainless-steel components are unaffected while the mild steel
components corrode. The material compatibility chart3 in
Figure 3 acts as a visual guide in assessing the potential
corrosion risk of metals when joined together. To identify
susceptibility to galvanic action, one has to choose an anode
metal from the vertical column and verify the crossing zone
with a cathode from the horizontal column. Carbon steel and
stainless steel, due to their potential difference, meet in a red
zone area of the chart, a zone indicating these combinations of
Figure 1. Galvanic Series Chart in Sea Water [4] materials should be used with caution or avoided.
2. X. G. Zhang, Galvanic Corrosion, Teck Metals Ltd., Mississauga, Ontario, Canada

https://www.azoresuperyachtservices.pt/images/downloads/MAINTENANCE/GALVANIC%20CORROSION/Galvanic%20Corrosion%20
-%20X.G.%20Zhang.pdf
3. Architect’s Blog, Galvanic Action Corrosion Prevention, Nicholas Buccalo, June 14, 2017.
http://www.simpletwig.com/blog/galvanic-action-corrosion-prevention/

Figure 2. Factors affecting corrosion reactions. [9]
Photo by NRC
Figure 4. An uncoated stainless-steel sleeve welded to
the mild-steel deck of a Halifax-class frigate.
surfaces. In 2011, due to corrosion failure of mild steel

pipes and cable penetration transits, the use of stainless
steel for exterior transits including multi-cable transits,
single-cable transits and deck sleeves was permitted.
Since then, stainless-steel frames have been welded to the

carbon-steel decks and bulkheads. Based on a calculated risk
approach, corrosion of the parent material (i.e., the carbon-
steel decks and bulkheads) was anticipated and minimized
by implementing clear instructions to coat the transits, and
by ensuring double-sided welds. Still, protective coatings can
often get damaged or have imperfections upon application,
thus increasing the risk of galvanic corrosion. Even though
the stainless-steel transits remain intact, recent surveys
confirm the presence of corrosion of the carbon-steel decks
around the stainless-steel transits.
As depicted in Figure 4, due to its contact with an

Figure 3. Material Compatibility Chart [5] uncoated stainless-steel sleeve, current flowing through the
metals’ contact area resulted in local corrosion and perfora-
tion of the mild steel of the carbon-steel plates. With the
Areas Exposed to the Weather current penetration rate being proportional to the metals’
Stainless Steel Cable Transits contact area, faster corrosion occurs as the contact area is
increased. The corrosion reactions that appear on the deck
The annual cost of corrosion repair on naval ships is
would eventually end once both metals have reached the
increasing exponentially due to aging and exposure to the
same polarization. The application of a protective coating
harsh sea environment. During adverse weather conditions,
to the stainless-steel sleeve in Figure 4 would have certainly
the upper decks are susceptible to impact damage and
slowed corrosion reactions.
scraping, which often leads to corrosion of exposed metal

Labeling Plates further corrosion. Grease traps are designed to intercept

During a visit of HMCS Winnipeg and HMCS Calgary, the grease from the galley’s drain before making its way to
metal areas surrounding labeling plates (deck tallies) were the greywater treatment system on board Halifax-class
frequently found to be heavily corroded. A closer look ships. They operate in a water-grease fluid environment
confirmed the use of labeling plate materials that differ mixed with food residue and cleaning chemicals. With their
from the decks’ mild steel. With constant exposure to sea rectangular design, residue and particles tend to settle in
water and sea air, the parent material is locally corroded the corners and bottom of the container, making the
along the welded edges. Figure 5 shows examples of cleaning process challenging. Rotten food particles within
galvanic attacks in weather-exposed areas as a result the trap can also lead to an acidic solution.4
of welding or joining dissimilar metals. Similar events
Under the ships’ original design, grease traps are built with
could be avoided by the selection of compatible materials,
a DuraCoated carbon-steel body. Due to the requirement for
or the proper isolation of the dissimilar metals.
repeated maintenance to deal with corrosion, fleet
maintenance facilities and technical authorities discussed the
Areas Internal to the Ship possibility of opting for a stainless-steel design. Evidently, with
Machinery and fitted equipment on marine vessels are also its high corrosion-resistance properties, the stainless-steel trap
susceptible to enhanced corrosion caused by exposure to would last longer. However, opting for this new material would
sea air and sea water: translate into the creation of more critical problems in the
surrounding areas. In fact, the mild-steel piping and structure
Galley Appliances in its vicinity would be prone to accelerated corrosion due to
Under the original design, stainless-steel galley appliances the potential gradient between both metals. To avoid corro-
are affixed to the ship’s deck via mild steel studs. Over sion issues, material options such as polymers could be consid-
time, wash-water exposure and leaky tile flooring pro- ered if they meet shock, vibration and fire requirements.
vided the perfect setting for galvanic corrosion, which
was then accelerated by heat and contamination from the Stainless Steel Toilets
galley’s environment. In this instance, the use of a rubber During a separate corrosion survey of HMCS Regina,
isolating material between the two metals could have stainless-steel toilets showed minor corrosion around the
prevented contact, and increased the lifespan of the mounting points. Figure 8 depicts corrosion that appeared
equipment seen in Figure 6. to be caused by the use of washers or nuts of dissimilar
metal in contact with the stainless-steel bolts and the bowl.
Grease Traps While a rubber gasket was added between the steel deck
Grease traps in the galleys were also found to be corroded, and the bowl during installation to prevent contact
as seen in Figure 7. Understanding the environment in between the toilet and the deck, potentially limiting
which they function is key to anticipating and preventing galvanic corrosion, additional corrosion was observed on
Photos by NRC
Photo by NRC
Figure 5. Dissimilar metal connections on the weather deck of a frigate. Figure 6. A severely corroded galley appliances connection.
4. PM Engineer, Grease Interceptor, Sterling Laylock, June 24 2016. https://www.pmengineer.com/articles/92582-tech-topic-grease-interceptors

the outside of the bowl of some toilets that appeared to be tive coating is a common maintenance method for minor
the result of the use of corrosive cleaner. corrosion repair. Nonetheless, opting for seamless flooring
can prevent water ingress to the steel decks.
Piping and Equipment Connections
As previously mentioned, galvanic corrosion on board Marine Coatings
naval ships is not limited to carbon-steel — stainless-steel Marine coatings act as the ship’s first line of defence against
applications. Figure 9 shows that some reported problems corrosion, and their application and maintenance on
were the result of steel bolts being used on brass fittings at metallic surfaces should be a continuous process. To
various locations. Joining incompatible materials without achieve long life through maximum adhesion, coatings
complete isolation is the main cause of such galvanic should be applied over clean surfaces and at the right
attacks. A simple and economical solution to prevent temperature. Poor adhesion due to the application of
galvanic reactions from occurring could be achieved by coatings over contaminated surfaces creates areas of
substituting the steel bolts for brass bolts. Systems with eventual coating disruption by blistering, reducing the
piping in bilge areas call for the use of phosphor bronze coatings’ effectiveness. In general, combatting seawater
bolts as a mitigation to corrosion. corrosion through the application of a uniform coating
around discontinuous surfaces is challenging; the corro-
Washplace Drains sion concentration at connection points, sharp edges,
In some cases, corrosion can be hidden from view in areas welds or other discontinuities are commonly observed on
where it takes place under a protective coating or covering RCN frigates. These areas then become focal points for
material. Figure 10 shows that brass drains in particular are corrosion reactions that could lead to structural failure.
common sites of corrosion reactions. During a visit on board
HMCS Winnipeg, leaky ceramic tiles around brass drains Many corrosion coatings have been developed to protect
were removed in the ship’s heads to validate that corrosion material from degradation in different types of environments.
had spread to the surrounding metal, reducing its thickness. While it is only a very thin film, the coating separates materials
Grinding down the area and applying a fresh coat of protec- from highly active chlorides and other chemicals present in a
ship’s environment. A continuous film of even thickness acts as a
dielectric barrier, and protects a material’s surface from the harsh
realities of the marine environment. A marine coating’s stringent
requirements include, but are not limited to: excellent water
resistance, low water-absorption, resistance to ionic passage,
resistance to osmosis, high dielectric strength, chemical
resistance, weather resistance, high abrasion resistance, and
ease of application.5 Ultimately, a protective coating’s
performance determines the lifetime of a coated system.
Photo by NRC
Summary
Figure 7. Galley grease trap coating breach and corrosion.
With a fleet-wide corrosion problem, corrosion awareness
and knowledge become essential during material selection,
design and maintenance. The application of corrosion
prevention and control practices will reduce the through-
life cost of naval assets, and ensure they remain mission
capable. As such, preventing galvanic corrosion through
A dissimilar metal isolation, avoiding unfavorable area ratios
Photos by FMFCB
C between anodes and cathodes, continuous application of

coatings, selecting compatible materials, and isolating
B metals from electrolytes will lead to reduced equipment
failure rates and increased operational availability.
Figure 8. Corrosion on stainless-steel toilets.
5. Francis L. Laque. (1975). Marine corrosion causes and prevention. New York, John Wiley & Sons

Possible solutions
1. Remind first-line maintainers on material compatibility
to avoid galvanic corrosion of equipment and piping
connection points;
2. Remind second-line and third-line maintenance person-
nel to ensure material compatibility during maintenance
through revised technical specifications; and
3. Increase quality assurance (QA) and quality
control (QC) personnel’s awareness and verification
of material compatibility.
Photo by NRC
Figure 9. The problem with using dissimilar metals at Anthony Fakhry is a Department of National Defence Marine
connection interfaces. Systems Engineer in the Project Management Office of the
Arctic and Offshore Patrol Ship Project.
Gilles Maranda is a Senior Engineer working for the Naval

Engineering Test Establishment (NETE), currently supporting
DGMEPM/DMEPM MSC/MSC 8-4-2
References
Books
[1] Francis L. Laque. (1975). Marine corrosion causes
and prevention. New York, John Wiley & Sons.
[2] T. Howard Rogers (1968). Marine Corrosion,

London, Georges Newnes Limited.
[3] T. Howard Rogers (1960). The Marine Corrosion

Handbook, McGraw-Hill Company of Canada
Websites
[4] Specialty steel industry of north America (SSINA),
Galvanic Corrosion, Consulted on December 15th,
2019. https://www.ssina.com/education/corrosion/
galvanic-corrosion/
[5] Architect’s Blog, Galvanic Action Corrosion

Prevention, Nicholas Buccalo, June 14, 2017.
Photos by NRC
http://www.simpletwig.com/blog/galvanic-action-
corrosion-prevention/
[6] Thermaco, Why Steel Grease Traps Fail, Mark Tosczak,

Figure 10. Hidden washplace drain corrosion where the bronze strainer Sep 27, 2016. https://thermaco.com/blog/why-steel-
interacts with the mild-steel decking below the tiles. grease-traps-fail/

[7] NACE international, Galvanic Corrosion, consulted [9] X. G. Zhang, Galvanic Corrosion, Teck Metals Ltd.,
on January 3rd 2019. https://www.nace.org/resources/ Mississauga, Ontario, Canada. https://www.
general-resources/corrosion-basics/group-1/galvanic- azoresuperyachtservices.pt/images/downloads/
corrosion MAINTENANCE/GALVANIC%20CORROSION/
Galvanic%20Corrosion%20-%20X.G.%20Zhang.pdf
[8] PM Engineer, Grease Interceptor, Sterling Laylock,
June 24 2016. https://www.pmengineer.com/ Experts
articles/92582-tech-topic-grease-interceptors
[10] Nafiseh Ebrahimi, Ph.D. P. Eng., Assistant Research
Officer, National Research Council Canada,
Ottawa, Ontario
Galvanic Corrosion Abatement: With anywhere from 150 to 200 tally plates per ship,
Laser Additive Manufacturing for there remains the question of production scalability. While
Station Tally Plates computer modelling has been completed for the majority
of the various tallies, the average time to actually produce
By Lt(N) Christopher Chang one ranges from two to five hours, depending on the size of
LAM Engineer, Fleet Maintenance Facility Cape Scott
the plate and the material selected. Wider implementation
T he emergence of laser additive manufacturing (LAM)

techniques by the Fleet Maintenance Facilities (FMFs) is
helping to address the effects of galvanic corrosion in one
of 3D-printing equipment, and the introduction of bulk
printing processes should help alleviate any scalability
issues. The FMF trial is also examining how to best adapt
specific application aboard RCN ships. The small brass and the new polymer plates to the old backing mounts.
aluminum tally plates used throughout a ship’s structure to
identify frame and compartment information are known points The challenges involved with this trial make for a
of corrosion, and are the subject of an FMF Cape Scott trial to compelling project, and as we move forward with finding
replace them using a variety of 3D-printed plastic polymers. solutions, and determining which commercial polymers
and coatings will best fit the various applications, we are
Tally plates are generally affixed to the ship’s structure, well on our way to combating one small area of galvanic
although not directly to the steel so as to prevent galvanic corrosion aboard ship.
corrosion. A painted, mild-steel backing plate is usually
inserted as a non-corrosive interface, but over time this
barrier can become degraded, allowing contact with the
dissimilar bare metal of the tally plate. By replacing the tally
with an electrically inert plastic alternative, corrosion at
Photo by Lt(N) Christopher Chang, FMF Cape Scott

this interface cannot take place. FMFCS is therefore testing
a suite of commercially available ABS and PLA thermoplas-
tic polymers to produce interior station tally plates from
standardized digital models using a “fused deposition”
3D-printing process.
In addition to addressing the galvanic corrosion issue,

3D-printed polymer tallies do not require metal to be
machined, and can be produced wherever a fused-depos-
ition 3D printer exists on board ship or ashore. It is not
clear yet whether a single polymer will be a good fit for all
interior locations, or even for exposed weather decks. FMF Cape Scott is testing a suite of polymers for producing interior
Additional coatings might also be required to improve station tally plates. The orange tally plate shown here is made of ABS
visibility or durability, but any need to polish these tally thermoplastic polymer. The grey plate shown being printed on the inside
plates will be eliminated. cover of this magazine is made of PLA, a bio-friendly thermoplastic.

BOOKS
Titles of Interest
Contact!Unload
The Great Escape from Stalag Luft III
Military Veterans, Trauma, and Research-Based Theatre
The Memoir of Jens Müller
Edited by George Belliveau and Graham W. Lea with Marv Westwood
By Jens Müller Series: Studies in Canadian Military History
192 pages; maps, drawings and photos 272 pages; black & white photos, chart
ISBN-10: 1784384305 ISBN: 9780774862622; Available also in Paperback, PDF and EPUB
US Naval Institute Press (2019) UBC Press (2020); https://www.ubcpress.ca/contactunload
https://www.usni.org/press/books/
great-escape-stalag-luft-iii
T his book is a call to action to responsibly address the sometimes

difficult transition many soldiers face when returning to civilian life.
J ens Müller was one of only three men
who successfully escaped from Stalag
Luft III (now in Zagan, Poland) in March
It explores the development, performance, and reception of Contact!Unload,
a play that brings to life the personal stories of veterans returning home
from deployment overseas.
1944 — the break that later became the ba-
sis for the famous film, The Great Escape. The play showcases an arts-based therapeutic approach to dealing with trau-
Together with Per Bergsland, another Nor- ma. To bring Contact!Unload to life, researchers in theatre and group counsel-
wegian POW, he stowed away on a ship to ling collaborated with military veterans through a series of workshops to cre-
Sweden where they sought out the British ate and perform the play. Based on the lives of military veterans, it depicts
consulate and were flown to the UK. They ways of overcoming stress injuries encountered during service. This action-
were eventually sent on to “Little Norway,” based artistic initiative, coupled with a therapeutic program, served as a suc-
the Royal Norwegian Air Force training cessful model for military veterans transitioning to civilian life.
camp at Toronto Island Airport in
Ontario, Canada. This book, which includes the full script of the play, offers academic, artistic,
personal, and theoretical perspectives from people directly involved in the
First published in Norwegian in 1946, this performances of Contact!Unload, as well as those who witnessed the work
vivid, informative memoir details what life as audience members. Both the play and the book serve as a model for
in the camp was like, and how the escapes using arts-based approaches to mental health care and as a powerful look
were planned and executed. into the experiences of military veterans.
This innovative volume will appeal to arts-based researchers, clinicians,

mental health practitioners, military personnel, and veterans who want to
explore alternative, arts-based therapeutic approaches to trauma.

NAVAL TECHNICAL OFFICER AWARDS
2019 Weir Canada Award 2020 Weir Canada Award
Photo by S1 Michael Goluboff, MARPAC Imaging Services
Photo by Brian McCullough

Lt(N) Dave Costigane Lt(N) Alisha McCafferty
Top Marine Systems Engineering Phase VI candidate Top Marine Systems Engineering Phase VI candidate
With Tony deRosenroll Senior Engineer, Weir Canada, Inc. With Joël Parent Site Manager, Weir Canada, Inc.
Esquimalt Detachment of the Naval Engineering Naval Engineering Test Establishment
Test Establishment (NETE) (NETE) Montréal
2019 L3 MAPPS
Saunders Memorial Award 2019 Lockheed Martin Canada Award
Lt(N) Alisha McCafferty Lt(N) Samuel McNicholas

Top student, Marine Systems Engineering Top Combat Systems Engineering Phase VI candidate
Applications Course
Presented remotely by Simon Hughes
Presented remotely by Wendy Allerton Senior Business Development Manager
Director, Business Development Lockheed Martin Canada
L3Harris Maritime International Sector
Integrated Mission Systems

NAVAL TECHNICAL OFFICER AWARDS
2019 Mexican Navy Award 2020 Mexican Navy Award
Lt(N) François Lemieux SLt Chih Wen Hsiao

Top student, Naval Combat Systems Engineering Top student, Naval Combat Systems Engineering
Applications Course Applications Course
Presented on behalf of Arturo Caracas Uribe, Presented on behalf of Arturo Caracas Uribe,
Mexican Naval Attaché to Canada Mexican Naval Attaché to Canada
2020 Macdonald Dettwiler

2020 Naval Association of Canada Shield & Associates Award
SLt Andy Lee Lt(N) Eric Pitre

Highest standing, professional achievement and officer-like Top NTO candidate to achieve
qualities during Naval Engineering Indoctrination Head of Department qualification
Presented by Cdr (Ret’d) Al Kennedy Presented by member’s unit
Bravo Zulu to all these winners, and watch for more awards in our next issue!

preserving canada’s naval technical heritage
CNTHA News (winter 2021)
Canadian Naval Technical History Association
Building HMC Ships Iroquois and Huron

CNTHA News By Captain (Navy) (Ret’d) Don Wilson
Est. 1997
I
n the 1960s, the development of the
CNTHA Chairman Royal Canadian Navy’s DDH-280 Program
Pat Barnhouse had reached a point where the two
shipyards that would be building the four
CNTHA Executive Director tribal-class destroyers could be announced:
Tony Thatcher Marine Industries Limited (MIL) in Sorel-Tracy,
Québec was named as lead yard for Iroquois
Directorate of History and (DDH-280) and Huron (DDH-281), while Davie
Heritage Liaison Shipbuilding in Lévis, Québec was identified
Michael Whitby as the follow yard for Athabaskan (DDH-282)
and Algonquin (DDH-283).
Maritime Engineering
Journal Liaison LCdr Ron Hahn and I (also a LCdr at the time)
Brian McCullough were duly identified as the Engineer Officers-
Designate for Iroquois and Huron, respectively,
Webmaster and it would be our responsibility to oversee the
Peter MacGillivray building of our respective ships as members of DND photos
the staff of the Principal Naval Overseer (PNO)
Webmaster Emeritus Sorel, later 202 Canadian Forces Technical
Don Wilson Services Detachment (202 CFTSD). The DDH-280 Tribal-class destroyers Iroquois (left)
and Huron under construction at Marine
CNTHA News is the unofficial Construction of Iroquois got underway on Industries Ltd., Sorel-Tracy, Québec circa 1970.
newsletter of the Canadian Naval Jan. 15, 1969; Huron would be laid down
Technical History Association. months later on June 1. As the initial construc-
Please address all correspondence tion units were being fabricated under cover Once the shafting and propellers were installed,
to the publisher, attention from the weather, keel support blocks for the construction reached the point where the hulls
Michael Whitby, Chief of the two hulls were set up outside in the yard adjacent needed to be set into the water temporarily to
Naval Team, Directorate to MIL’s marine railway. Once completed, each establish the line of shafting and positioning of
of History and Heritage, NDHQ construction unit was moved out of the shed intermediate bearings. Blocks with wheels were
101 Colonel By Dr and welded to the adjoining unit already on installed under the ships’ hulls to allow the two
Ottawa, ON K1A 0K2 the blocks, and in this way the ships gradually ships to be traversed onto the marine railway cradle
Tel. (613) 998-7045 began to take shape as the TSD staff monitored to be prepared for the launch. While it was not as
Fax (613) 990-8579 the shipbuilder’s operations. glamorous as seeing a ship slide down the ways
with banners flying and crowds of dignitaries in
Views expressed are those of the writers The shipyard had implemented a quality attendance, that preliminary launch was quite signifi-
and do not necessarily management system manual, prepared in the cant. With the afloat configuration readings for the
reflect official DND opinion or policy. Naval Central Drawing Office in Montréal, and shafting established, the ships could be pulled from
The editor reserves the right to published as QUAL-1-01. The Canadian naval the water for final positioning of the A-brackets and
edit or reject any editorial material. standard was designed to ensure that work other shaft supports. The ships were eventually
proceeded well and progress was documented. launched formally on Nov. 28, 1970 (Iroquois) and
The TSD staff was impressed by the fine work
www.cntha.ca being performed by the MIL team, and as the
April 9, 1971 (Huron).
months went by, Iroquois and Huron really In the summer of 1972, after fitting-out, Iroquois was
started to look like warships. Many of the ship ready for alongside trials, followed by contractor sea
compartments now contained equipment and trials. Marine Industries had engaged Michel Goulet,
systems, including the propulsion engines, a merchant master, and retired RCN marine engineer
gearboxes, flexible couplings, shafting and Cdr Gord Smith as the team leaders for the initial
variable pitch propellers. Electrical and other alongside set-to-work and subsequent sea trials. As
cabling, and piping, were being installed as the the ships’ engineer-designates, Ron Hahn and I were
units came together. also involved. Iroquois’ launch and alongside trials
(Continues next page)

Iroquois fitting-out alongside at the MIL shipyard. Contractor’s Engineer Officer Gordon Smith (right) turns over
the machinery system “ignition” key to LCdr Don Wilson,
HMCS Huron’s Engineer Officer on commissioning.
went very well, following which the ship set sail for contractor sea Not long afterward, Huron found itself cruising off the Nova Scotia
trials in the early summer, travelling down the St. Lawrence River coast near St. Margaret’s Bay with two Sea Kings in the hover, ready
to the open waters of the Gulf of St. Lawrence. With these trials to be recovered. One at a time they flew in over the flight deck to be
also successfully completed, Iroquois returned to MIL to be hauled down and secured by the bear trap, then traversed into the
prepared for commissioning on July 29, 1972, and then sailed twin hangar. A third Sea King then arrived on scene, and this too
to join the fleet in Halifax. was hauled down and secured to the flight deck by the bear trap.
The purpose of this trial was to confirm that, even with the “barn”
The same series of events took place for Huron and, in due course full of helicopters, a 280-class DDH could still provide a safe landing
the ship was commissioned on Dec. 16, 1972. Huron’s passage deck for a third Sea King. An elated Cdr Hitesman couldn’t resist
down the St. Lawrence on the way to Halifax was a bit more of a sending a message back to Maritime Command HQ to report there
challenge than what Iroquois had faced in July, as the river was by were three helicopters on board Huron, and that his cup was truly
this time largely frozen over. An icebreaker accompanied us down running over.
river, but when we reached the Quebec Bridge we encountered
broken ice more than four metres thick. During our passage from As the years passed, the DDH-280s served the RCN very well. All
Sorel, the ship’s firemain pressure had kept falling off as ice clogged four destroyers underwent a Tribal Class Update and Modernization
the pump intakes. Needing this water to cool the propulsion system, Program (TRUMP) refit in the late 1990s that saw them fitted with
I dispatched a roving gang of stalwarts that went from one intake to new missile systems, and redesignated as DDGs. By 2017, the
the next, closing the isolating valves and opening the intakes to last of these remarkable ships had been paid off. My own ship,
remove the crushed ice. Keeping the five pump intakes clear kept HMCS Huron, was taken out of service in 2000, paid off in 2005,
the gang busy, and someone in the party was heard to suggest the and subsequently sunk as a target ship off the West Coast in 2007.
ice could be delivered to the wardroom and galley. We eventually
got through at Québec, and the rest of the passage was uneventful. Captain (N) Don Wilson, P.Eng, CD, RCN (Ret’d) was the Engineer
A welcoming committee led by Iroquois came out to greet Huron Officer aboard HMCS Huron when the ship commissioned on
on our arrival in Halifax Dockyard. Dec. 16, 1972.
In addition to their Sea Sparrow missile point-defence role, the

DDH-280s were able to provide the RCN with a robust anti-subma-
rine capability, both through the use of fitted ASW sonar equipment
and weapons on board ship, and in concert with the deployment of
the two embarked Sea King helicopters that carried dipping sonars
and ASW torpedoes. Helicopter trials for the new ships would Join the CNTHA team in preserving
normally have been conducted by Iroquois as part of the first-of- Canada's naval technical history!
class trials, but the ship’s commanding officer, Cdr Doc McGillivray,
www.cntha.ca
had no previous DDH command experience. Since Huron’s CO,
Cdr Dick Hitesman, did have prior experience with helicopters as
commanding of HMCS Margaree (DDH-230), our ship was tapped
to conduct post-commissioning helicopter trials.

41 098 Maritime Engineering Journal 99

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

41 098 Maritime Engineering Journal 99

Uploaded by

Copyright:

Available Formats

National

Fighting the War on Shipboard Corrosion

Our coverage on Naval Galvanic Corrosion Awareness begins on page 13.

HMCS Shawinigan’s pre-deployment engineering readiness

A Note of Optimism for the New Year

I don’t think it would be any exaggeration to say that

Photo by LCdr Cindy Hawkins

Maritime Engineering Journal 2 Canada’s Naval Technical Forum

Day 1 Days 3 and 4

Maritime Engineering Journal 3 Canada’s Naval Technical Forum

The nice part about the drive back to Victoria was

Being able to meet-up in person adds a huge dimension to

Submissions to the Journal

Maritime Engineering Journal 4 Canada’s Naval Technical Forum

The Royal Navy and Royal Canadian Navy Technical

Maritime Engineering Journal 5 Canada’s Naval Technical Forum

Table 1: List of RN – RCN Engineer Exchange Jobs

Maritime Engineering Journal 6 Canada’s Naval Technical Forum

Maritime Engineering Journal 7 Canada’s Naval Technical Forum

Engineering Readiness: The Key to Mission

D uring the summer of 2021, HMCS Shawinigan

Our mission, which was to work as part of a US-led

Maritime Engineering Journal 8 Canada’s Naval Technical Forum

For the entire ten weeks of our deployment, the

The Path to Engineering Readiness

Maritime Engineering Journal 9 Canada’s Naval Technical Forum

Standard practice is to thoroughly trial and verify all

Maritime Engineering Journal 10 Canada’s Naval Technical Forum

Maritime Engineering Journal 11 Canada’s Naval Technical Forum

Maritime Engineering Journal 12 Canada’s Naval Technical Forum

Naval Galvanic Corrosion Awareness

H alifax-class ship support and maintenance are

Maritime Engineering Journal 13 Canada’s Naval Technical Forum

Corrosion Factors On the other hand, the increase of a circuit’s resistance

Mild Steel Compatibility with Stainless Steel

2. X. G. Zhang, Galvanic Corrosion, Teck Metals Ltd., Mississauga, Ontario, Canada

Maritime Engineering Journal 14 Canada’s Naval Technical Forum

Figure 2. Factors affecting corrosion reactions. [9]

surfaces. In 2011, due to corrosion failure of mild steel

Since then, stainless-steel frames have been welded to the

As depicted in Figure 4, due to its contact with an

Maritime Engineering Journal 15 Canada’s Naval Technical Forum

Labeling Plates further corrosion. Grease traps are designed to intercept

4. PM Engineer, Grease Interceptor, Sterling Laylock, June 24 2016. https://www.pmengineer.com/articles/92582-tech-topic-grease-interceptors

Maritime Engineering Journal 16 Canada’s Naval Technical Forum

C between anodes and cathodes, continuous application of

Maritime Engineering Journal 17 Canada’s Naval Technical Forum

Gilles Maranda is a Senior Engineer working for the Naval

[2] T. Howard Rogers (1968). Marine Corrosion,

[3] T. Howard Rogers (1960). The Marine Corrosion

[5] Architect’s Blog, Galvanic Action Corrosion

[6] Thermaco, Why Steel Grease Traps Fail, Mark Tosczak,

Maritime Engineering Journal 18 Canada’s Naval Technical Forum

T he emergence of laser additive manufacturing (LAM)

Photo by Lt(N) Christopher Chang, FMF Cape Scott

In addition to addressing the galvanic corrosion issue,

Maritime Engineering Journal 19 Canada’s Naval Technical Forum

T his book is a call to action to responsibly address the sometimes

This innovative volume will appeal to arts-based researchers, clinicians,

Maritime Engineering Journal 20 Canada’s Naval Technical Forum

NAVAL TECHNICAL OFFICER AWARDS

2019 Weir Canada Award 2020 Weir Canada Award

Photo by S1 Michael Goluboff, MARPAC Imaging Services

Photo by Brian McCullough